Wireless and automatic railway safety system



H. D. BETZ. WIRELESS AND AUTOMATIC RAILWAY SAFETY SYSIEM.

APPLICATION FILED MAR. 1 I915.

Patented July 8, 1919.

4 bHtETSSHEETI IJV'VENTOR.

Harry D.Be1'z. I 1 7 i ATTORNEY.

H. D. BETZ. ND AUTOMATIC RAILWAY SAFETY SYSTEM.

WIRELESS A 1 7 ,T. n E

SE YH u Hum 85 w A H H H l i l. l w m m M I 5 IIIWI H W 3 0 1 n m H 7 2 I M B IN VENTOI? Harry D. BeTz. m

,4 TTORN E Y WI TNESyZjL-I JQflo-mw H. D. BETZ. 8 AND AUTOMATIC RAILWAY SAFETY SYSTEM.

APPLICATION FILED MAR. I. 1915. 1 08,925. Patented July 8, 1919.

' 4 SHEETSSHEET 3.

WIRELES H. D. BETZ. ND AUTOMATIC RAILWAY SAFETY SYSTEM. APPUCATION men MAR. 1. m5.

WIRELESS A Patented July 8, 1919.

' WITNE2Si:

HARRY D. BETZ, OEKANSAS CITY, MISSOURI.

WIRELESS AND AUTOMATIC RAILWAY SAFETY SYSTEM.

Specification of Letters Patent.

Patented J lily-8 1919.

Application filed March 1, 1915. Serial No. 11,416.

To all whom it may concern.-

Be it known that I, HARRY D. Bnrz, a citizen of the United States, residing at Kansas City, in the county of Jackson and State of Missouri, have invented certain new and useful Improvements in \Vireless and Automatic Railway Safety Systems; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part of this specification.

My invention relates to a wireless and automatic railway safety system, and more particularly to a system for use on a plurality of railway locomotives, locomotive tenders or railway cars for automatically preventing collisions: the principal object of the invention being to provide means for stopping a train as it enters a danger zone and thereby eliminate the uncertainties of the human element that are so frequently an incident to railway accidents.

In describing the use of my invention I have referred to it as being mounted on locomotives only, but have done so merely as a matter of brevity and convenience.

My system, in a general way, embodies a wireless apparatus mounted upon each locomotive, locomotive tender or railway car, which apparatus is adapted for sending and receiving Hert-zian, radio electric or etheric waves and for alternating the sending (transmitting) and receiving periods of each apparatus so that the sending mechanism of each apparatus will affect and operate the receiving mechanism of like apparatus on other locomotives when within the danger zone and also that the receiving mechanism of the apparatus on any locomotive will be affected and operated by the apparatus located at any stationary sending station, when such receiving apparatus is within tive zone of such sending station; the trans mitting and receiving mechanism (instruments) of each apparatus being so arranged and constructed that they act independently of and are not affected by each other, so that the waves transmitted by the sending mechanism and those received by the receiving mechanism of each apparatus Wlll only affect and be affected by the respective transmitting and receiving mechanisms of like apparatus on other locomotives or those located at fixed stations.

In the accompanying drawings wherein my improved system is illustrated .I have shown specific forms of instruments, together with ordinary locomotive controlling and indicating apparatus, and have illustrated some of the parts as operable by air pressure from the main reservoir. I

In these drawings, however, I have not attempted to show the parts in their relative dimensions or arrangements on a locomotive, as such relative arrangement, independent of the wiring, is immaterial and it has been necessary to enlarge some and reduce other of the parts for better illustration. I

Figures II illustrate a diagran'nnatical view of the system.

Fig. I is a detail view of the flasher or switching device with the cover removed.

Fig. II is a longitudinal sectional view of the flasher, and

Fig. III is a longitudinal view of the flasher taken at right angles to Fig. II.

Referring to the drawings, it should be understood that each locomotive is equipped i with a complete apparatus, including re- 'ceiving and sending instruments, with the locomotive controlling and indicating members and in the following description I will principally refer to the apparatus on a single locomotive, with the understanding that such description relates with like force to the apparatus on each locomotive equipped with my system.

In the drawings 1 (inclosed in a circle, to indicate that it refers to an assembled mech anism) designates the automatic controller by means of which the apparatus is laced alternately in sending (transn'iitting and receiving position orcondition, and which.

controller, together with the covers inclosing the coherers and the movable coherer con tact members, protects the receiving element (the coherers) from local waves during the transu'iitting period. The. said controller comprises a form of flasher or automatic switching device for making and breaking electrical circuits, in combination with a piston or engine, here shown as operable by compressed air, preferably obtained from the main reservoir of the locomotive (but which may be operated by steam, or water under pressure), by means of which piston or engine the movable parts of the flasher or switching device are automatically shifted to ditl'ercnt contact, positions in order to change the circuits and thereby energize the sending mechanism of the apparatus and place the receiving mechanism of the appa ratus 1n rcceivlng position or condition alternately.

When the movable parts of the switch are in receiving position or condition as herein described, an electrical circuit of high resistance will be completed from the battery 138 over conductor 139, thence through polarized relay 110, conductor 111, conductor 131, contact carrying member 1334, contact member or members 137, coherer or coherers 129, contact member or members 137 contact carrying member 135 and over conductor 132 to the opposite pole of battery 138. By an electric circuit of high resistance, as used herein, I mean, a circuit containing a coherer or other suitable receiving instrument that normally offers a high resistance to the passageof an electric current and whose resistance will be lowered by the action of Hertzian waves thereon, thus permitting low voltage current to pass. However such circuit will not normally offer a sufficiently low resistance to permit a low voltage current to pass thereover and thus allow the polarized relay 140 to receive a sufficient volume of energy to move its armature 143 and compel it to contact the points 141 and 115. The normal high resistance of such a circuit is due to the presence therein of crystals or filings forming loose or imperfect contacts, making such a circuit practicallyimpassable to a low voltage current but yet providing a circuit whose resistance to a current may be greatly reduced, and a low voltage current allowed to pass, by the action of Hertzian waves upon such crystals or filings.

I have heretofore and will hereinafter frequently make mention of danger zones; by danger zones I mean the distances at which the receiving instruments of each locomotive will be affected by the transmission of waves from the transmitting instruments of another locomotive, which will, of course, vary according to the strength of the transmitters.

The flasher (controller) or switching device which I prefer to use comprises a box 2 within which are mounted four sets of contact members to-wit: 3 and 3, 4 and 1', 6 and 6' and 7 and 7 and slidably mounted within the flasher box and between the spaced contact members above mentioned, is a plunger.

10 which may be constructed of any suitable insulating material and which houses and carries three sets of conducting contact brushes, to-wit: 11 and 11 each set preferably comprising two brushes (see Fig. III in which but one set is shown in detail) with a spring 29 placed therebetween, which spring is adapted to at all times forcibly space said brushes in the conductive tubes 33 and thus compel a wiping engagement with the contact members 3 and i, 4 and 4-, 6 and 6' and 7 and 7'; the arrangement of said cont-act IlILllllMElS and said conducting contact brushes being such that when the plunger is in the receiving (upper) position connection will be made between the antenna, ground and receiving instruments, so that any wave picked up by the antenna which in practice may be carried at the side or any other suitable place on the locomotive, will be conducted to the contact member 1' of the flasher box 2, through the brushes 11 which brushes are carried by the plunger 10, to the contact member 3 on the opposite side of said flasher box, and from thence over the conductor 13 to the primary of the tuning coil 130, through said coil, over conductor 12 to contact member 3 of the flasher box 2, through brushes 11, also carried by the plunger 10, to contact member 4, thence over the conductor 9 and metallic parts of the locomotive to the rail or possibly the ground; hence any wave picked up by the antenna that is capable of iassing the tuner will pass by induction to the secondary side of the tuner and thence through circuits hereinafter described to instruments controlling the dcvices for stopping the locomotive the is mounted.

On one side near the corner of and within the flasher box 2 (which may be made of any suitable insulating material or materials) contact members 3 and 6 are separated by insulation S, and on the same side near the op posite corner of and within said flasher box, contact members 3' and 6' are separated by insulation 8 and when the plunger is in the lower (transmitting) position. the brushes 11 contact with contact members 1 and 6, brushes l1 contact with the contact members 7 and 7 and brushes 11 contact with contact members 6 and 4t and thus a circuit is closed from the service switch 215 over wires 15!) and 160 to the flasher contact member 7 and through brushes 11 to contact member 7, mounted on the opposite side of the flasher box 2, over wire 161 to the primary side of the transmitter or spark coil 162, thence through the primary of such transmitter over wire 163 to a contact point 164, with which the armature 165 of a relay 166 normally contacts, thence through said armature and over wire 167 to the switch 215.

A circuit being thus completed through the primary side of the transmitter or spark coil 162 as described in the preceding para graph, energy will be produced in the secondary side of said transmitter 162 and such energy will be conveyed therefrom over the conductors 171 and 173 respectively to the spark gap 169, across which is shunted condenser 170, and thence from one side of the upon which apparatus pipe 28,

i that extends through spark gap 169 over the 1 2, through extended conductor 6, of the flasher box brush. 11, which is carried by the lun'ger 10, to the contact member 4, t ence rom 4 over the conductor 9 or through the metallic parts of the locomotive to the rails or possibly the ground and from the other side of the spark gap, over the extended conductor 171 to the contact member 6', of the flasher box 2, through brush 11 which brush is likewise carried by the plunger 10, to the contact member 4' and thence to the antenna 5; thus radiating energy that will be capable of operating the receiving mechanism or instruments of any and all locomotives similarly equipped which happen within the effective radius of the waves produced by such energy, and stop such locomotives.

As a means for reversing the action of the plunger 10 so as to alternate the contacts for the purpose of alternately energizing the sending instruments and placing the receiving instruments in receiving position or condition, I provide an engine, preferably operable by compressed air which engine is rigidly mounted at its upper end, to or in the bottom of the flasher box 2, and the up per end of this engine contains a stufl ing'box 15', through which the piston rod 16 is slidably projected.

Fixed to the lower end of the piston rod 16 is a piston 18 which is adapted for travel within the engine cylinder 14. The lower end of the cylinder 14 carries a valve housing 20, containing a chamber 21, within which a slide valve 22 is adapted for limited movementpthe said valve being provided with a recess 23 3 to contact member for establishing communication between the pipe 24 which leads from the air supply pipe, and pipe 25, which leads to the upper portion of the cylinder when the valve is in upper position, and for establishing communication between the pipe 24, pipe 34 and passage 35 and thus admits air to the lowervportion of the cylinder when valve 22 is in its other (lower) position. he valve 22 is substantially shorter than the chamber 21 and thus affords a passage between the top of the valve and top of chamber 21, for the passage of the exhaust from the upper portion of the cylinder and pipe 25 to the exhaust pipe 28, when in lower position, and allows the exhaust from the lower portion of the cylinder to pass through a vertical passage 35 and pipe 34 into the lower portion of chamber 21 and therefrom exhaust through a vertical channel 27 to when said valve is in its other (upper) position, in order to force air to one end of the cylinder while air is being exhausted at the other end thereof and vice Versa.

The'slide valve 22 is mounted on a rod 30 a stuffing box 17 provided' with packing 30 into the cylinder 14 tion 32 of said valve rod being and carries a stop or shoulder 31' near the lower end of the cylinder 14; the part 32 of the rod above the stop or shoulder 31' ex tending to near the top of the cylinder and passing through the piston 18 into the hollow piston rod 16; the upper end of the porenlarged or capped to form an abutment or shoulder that the piston 18 will encounter in moving to its upper position, so that while the valve rod may slide freely within the piston rod the former will be lifted by its engagement with the piston when the latter is forced to the. upper part of the cylinder and thereby shift the slide valve 22. When the piston is nearing its lower position it seats on the stop or shoulder 31 on the valve rod 31 so that in its farther downward progress it forces said rod downwardly and shifts the valve to its lower position, wherein the pipe25 communicates with the exhaust to clear the up per portion of the cylinder.

When theparts are in lower position, with the upper end of the cylinder opened to the exhaust, the recess 23 of the slide valve establishes communication between the air supply pipe 24 and the pipe 34, so that air from the supply pipe is admitted through the pipe 34, into a channel or passage 35 in the valve housing 20, that opens into the lower end of the cylinder below the piston 18 to admit air pressure for lifting the piston to the upper limit of its travel, thereby raising the plunger 10 to reestablish the original contacts and circuits and thus place the receiving instruments again in receiving condition or position. The piston when rising engages the upper end of the slide valve rod as it approaches the top of the cylinder and in so doing lifts the slide valve and shifts the path of the air and in thisway automatically alternates travel of the plunger, the energization of the sending instruments and the placing of the receiving instruments of the wireless apparatus in receiving position or condition.

T he pipe 24, through which air is supplied to the slide valve and thence to the cylinder of the engine operating the flasher apparatus,leads from a valve housing 36 and directly from a chamber 37 that is formed in the bottom of the housing 36, by the base of the housing and a diaphragm 38 having a port 39 normally open from an intake chamber 40 that is fed by a pipe 41 preferably from the main air reservoir (not shown).

Above the intake phragm 43, having a normally closed port 44, which port when open leads to a chamber 45, and leading from the chamber 45 is a pipe 46 that communicates with a check valve 47, which valve is adapted, under air pressure received through pipe 46, to open a passage to that portion ofp1pe25 above chamber 40 is a dia the last named or said valve 47 and at the same time close the passage to that portion of pipe-25 below said valve so that the air may travel to the top of the cylinder and forcibly lower the piston together with the plunger to establish the sending or transmitting circuits and at the same time protect the receiving instruments, as presently described.

The check valve 47 (shown in section in Fig. II), which is installed in the pipe line 25, preferably comprises a casing having a Vertical channel 230, which is normally open to the passage of air in said pipe, and the channel 230 having an upwardly facln valve seat 231 in the lower portion thereo Threaded into the walls of the channel 230 below the valve 242 is a sleeve 232 and seated on said sleeve is a spring 233 adapted for normally preventin the closin of theyalve 242 by a sustaining all 234, w ich is rigidly connected 'by connector 236 with a ball 235 against the seat 237 of the plug 239 to prevent the passage of air from the channel 230 to the passage 238 and pipe 46.

I preferably provide a valve of this type so that when the parts are in the last named position a free passage of air is permitted through the channel 230 and pipe 25, so that when the supply of air to pipe 24 is cut off and pipe 24 is opened to atmosphere, the air supply is shifted to pipe 46 by means of the operation of the valves in the valve housing 36 (Fig. I) and the 'ball 235, which is preferably larger than the ball 234, is forced rom its seat 237 and the ball 234 is, against the tension of spring 233, simultaneously forced to seat 231 by the action of the air pressure on ball 235 and the balls are held in this position by the action of the air on ball 235 and the upper hemisphere of ball 23s keeping the valve port 141 open and the valve port 142 closed, so that the supply of air to the lower portion of pipe 25 will be cut off, and the air admitted through the upper portion of pipe to the top of cylinder 14, for the purposes herein set forth.

The valve controlling the supply of air to the controller (D, and its various parts, is indicated on the drawing by the numeral (inclosed in a circle in order to designate that it refers to an assembled mechanism.) The various parts of the valve and their relations to one another and to other parts of my apparatus may be described as follows, to wit: Projecting through the valve ports 39 and 44, and through a port or bearing 49 in the top 50 of the chamber 45, and the port or bearing 48 at the bottom of the chamber 37 is a. rod 51, and fixed on said rod are valves 52, 53 and 59 which are adapted for closing and opening the ports 39, 44, 58 and 58 respectively; the faces of the valves 52 and 53 being re 'ersed so that when the rod 51 is raised the valve 52 will seat to prevent the passage of air between chambers 40 and 37 and the valve 53 is opened to admit air to the chamber 45 and at the same time valve 59 is lifted, thus opening ports 58 and 58 and allowing air to escape to atmosphere from. chamber 37 and vice versa.

The diaphragm 50, above the upper chamber 45 is provided with a port or hearing 49, through which the valve rod 51 is projected, and fixed to this valve rod above the diaphragm 50 is the armature 56 of an electromagnet 57 which magnet, is located in the circuit controlled by the receiving instruments, so that when the wireless apparatus is affected by the apparatus on another locomotive similarly equipped, the magnet 57 is energized and lifts the armature 56 and the rod 51 against the spring 54 so that air may pass from the pipe 41 through the open port 44 into chamber 45 and thence through valve 47 to the top of cylinder 14, as heretofore explained, which forces the piston 18 and the plunger 10 to their lower position, in which position they remain until liberated, as later explained, and the apparatus is thus com: pelled to continuously transmit waves.

The housing 55 of the magnet 57 is preferably constructed of iron so'that it will aid the Inagpetic field and thus increase the efficiency of the magnet.

The receiving instruments of each apparatus are protected from the influence or effect of the transmitting instruments of the same apparatus, during the transmitting periods of the apparatus in the following manner:

One or more coherers, or one or more of any other instrument, device or contrivance for detecting or receiving electrical waves, preferably of a loose or imperfect contact variety may be used; but such instrument, device or contrivance must perform the same or like function as that of the coherer here shown and I prefer to use two coherers, one of which, 129, is shown, the other not shown, except in Fig. III, in connection with the receiving instruments of each apparatus and these, as would be the case were any other detector or receiver of electric waves used, are preferably placed or mounted on top of flasher box 2, and these coherers are, as 116 would be necessary with any other electrical wave detector or receiver, and must be mounted within cases, which cases may be constructed of any suitable electrical conducting material or materials, but preferably 120 of brass.

The cases shown in my drawing I have numbered 136 (Fig. I) and, as shown within its respective case, each coherer rests at each end in a bushing (shown in section in Fig. II), which bushings are preferably mounted centrally at and extended through the ends of the coherer cases and may be composed of any suitable insulating material or materials. lVhen the plunger 10 descends to a the wheel position below the receiving strips 3 and 3 it will strike the springs 175 which surround the lower portions of rods 176 and in its further descent force said rods, their connector 177 and the strips 178 connectinglsame to 179 .downward so that t e wheel will be turned against the resisting spring 180 and force the arms 181 and 182 with their respective duplex contact carrying members 134 and135, outw-ardly'where theywill remain until the plunger again ascends to the receiving position. Such action disconnects the coherers and draws the coherer contact carrying members 134 and 135, with their four contact members 137 and 137 a safe distance from the coherers .during the transmitting periods of the apparatus. Said contact members enter the'cases the bushings above referred to.

Likewise, were any detector or receiver used, in addition to being mounted within a metallic case or cases, in .order to protect such detector or receiver from the operation of the transmitting instruments of the apparatus, it would be necessary to disconnect the contact members or terminals from the wave detector or receiver within such cases or immediately outside thereof and in either instance to withdraw or separate the contact members a safe distance from the electrical wave detector or receiver during the transmitting periods of the local apparatus.

As I have heretofore stated, the apparatus is so designed that when the receiving instruments are in receiving (upper) position or condition and a wave is received from another like apparatus within the danger zone of which this apparatus enters, the devices for stopping the locomotive are automatically actuated; such devices in part comprising the locomotive or engineers throttle 64 and an air relief valvefor automatically setting the air brakes (not shown), which devices are controlled in the following manner z- The throttle lever is connected with the steam rod 60 which carries a quadrant 61, having teeth 62 and having pivotally mounted thereon at 63, the throttle lever 64, one end of which is pivotally mounted at 65 on a bracket, or the like 66 and the other end of which is providedwith a handle 67 and grip rod 68-, which grip rod is adapted for pulling or sliding the dog 69 outwardly from engagement with the teeth 62 of the quadrant 61 when the grip rod is actuated.

The pin 71 is within the slot of the dog 69, which slot travels back and forth about said pin. The pin guides and aids in holding the dog on'the still allows the dog to be actuated. The dog 69 carries teeth 73 for engaging the teeth 62' of quadrant 61 and has a rod 81 slidably projected through a boss 76 rigidly mount- 136 through other electrical wave throttle lever and' A spring 80 surrounds the rod 81 and at i one end bears against the boss 76 and at the other end against the shoulder 72 of the dog 69 to yieldingly tension said dog 69 to its engagement with the teeth 62 of the quadrant 61, and a spring 83 is mounted between the throttle lever and one of the arms 74 of the lever 78 to yieldingly tension the lever 7 8 to its idle position; such lever 78 ben71g pivotally mounted to throttle lever at 9.

Pivotally mounted to the third arm 84 of the three-arm lever 78 is a rod 86 which extends throu h a stufling box 87 into the cylinder 88 whic is pivotally mounted at 92'to the boiler head 89 so that it may swing with the throttle lever. The end of the rod 86 within the cylinder carries a piston 90, of any suitable construction.

Opening into the end of the cylinder 88 at the side of the stuffing box 87 is a pipe 93 which connects with the chamber 94 of a valve housing 95, which chamber "is adapted for communication through the port 96, in the diaphragn 97, with the intake chamber 98 that is fed through a pipe 99, preferably from the main air reservoir (not shown) although, if desired, the same may be operated by steam. The housing has relief ports 100 therein, and mounted on a rod 101, which extends through the port 96, are opposed valves 102 and 103 which are adapted for closing-the intake and relief ports 96 and 100 respectively when the rod 101 is in reversepositions.

It is apparent that, with this construc-' tion, the circuit including magnets 107 and 126, which is normally closed, energizes the magnet 107 to normally retain its armature 106 in its elevated position against theresistance of a spring 109 that surrounds the valve stem 101 and bears agai st the bottom of the cup and against the top of the valve 102, thereby preventing the flow of air to the chamber 94 and throttle cylinder 88, and permitting the outer end of the cylinder 88 to be opened to the atmosphere through the pipe93, chamber 94 and ports 100 in the valve housing; boiler end of the cylinder being opened to atmosphere through the constantly open orts 110 at said inner end of the cylinder.

With the parts in this condition the throttle lever may be operated in the ordinary manner by the engineer. Should the receiving instruments of the apparatus receive Hertzian or similar waves from the sending or transmitting instruments of a like apparatus on another locomotive which has entered the danger zone relative to the one upon which the. present apparatus is mounted, the receiving instruments of the apparatus will operate and break the circuit last above mentioned, thereby dei nergizing the mag nets 107 and 126 so that the air pressure aided by the spring 109 will open the valve port 96 and allow air, preferably from the main reservoir, to flow into the head of the cylinder 88 and force the piston inwardly in said cylinder. This movement of the piston draws the rod 86 to rock the three-arm lever 78 into engagement with the head or nut dog 69 out of locklcasc the throttle rod 61; further movement of the piston drawing the throttle lever inwardly to close the throttle and shut off the steam.

Also controllable by the circuit containing magnets 107 and 126 is an air relief valve, comprising a housing 111 and 111' two parts or sections having 0 iambers 112, 112 and 112 although 112 is not essential, 112 eing provided with ports 113 communicating with atmosphere 1 is a diaphragm v ed in said diaphragm is the shank 116 of a valve 117, which valve is adapted to seat in a valve seat 118 to shut off the flow of air from the train-line air pipe to the ports 113.

Pivotally mounted in the housing above the diaphragm 115 is having an arm 121 for engaging the end of the valve shank 116, and having an arm 122 adapted for engagement by the latch 123 on a pivoted lever 124, the opposed arm 125 of which comprises the armature of an electromagnet 126 which is served or energized by the said circuit. lVith this construction the magnet is normally energized through the lve in its seat. When the said circuit is indirectly broken by the reception of rigidly secondary si e thereof,

a two-arm lever 120,

arm 121 of said lever and thus force the valve 117 to its seat 118. 1

The housing 95 of magnet 107 and housing 111 of magnet 126 respectively are preferably constructed of. iron in order to aid tie magnetic field and thus increase the efficiency of the magnets.

s the signals indicating and resetting cuits controlling the same, and as the main, receiving, sending, shunt and other circuits overlap at numerous points I Wlll descrlbe ertzian or electric the antennae, a circuit will from the antennae and ground contact members 4 and 4 through the brushes mounted within the plunger 10 to the opposite strips 3 and 3 and from there to the primary side of a tuner 130, so that if the waves picked antennae are capable of passin the tuner the will, by induction, pass to the and thence over the 131 and 132 respectively, and through the condenser 133, duplex-contact carrying members 134 and 135 and the contact members which pass through and are insulated from the heads of cases 136; said members being located at the ends of the coherers 129 (only one of the coherers being shown in one of the phantom drawn cases 136) and thus cohere the filings or crystals or both of the coherers. 4

e four contact members 137 and 137' are rigidly fastened tosaid duplex contact carrying members 134 and 135 adapted to contact with within the protective cases 136 and thereby herers and cohere the particles of metal or crystals therein.

I preferably provide two coherers to at all times insure an operative receiving apparatus, but only one is essential. or both of the coherers are cohered, as above described, by reason of the d sistance within the coherer or circuit through the relay 140 completed 203 at the contact point 144 through the armature 143, wire 147, and through one of the windings of the compound-wound magnet 57, over the conductor 227 to the other side of the service wire 159 and simultaneously with the closing of a circuit through ma net 57, a circuit will likewise be the wire 147, through the magnet 148 to the other service wire 159, thus energizing magnets 57 and 148. When the magnet 148 is energized its arma are 149 is drawn thereto against the tensioning of the yielding spring 150 thereby simultaneously breaking the normally closed electrical supply through the throttle and air-line magnets 107 and 126 respectively at the contact point 193.

The normally closed mentioned, comprises a source of electric supply, supplied through the switch 215 to the circuit comprising the conductor 159, an armature 149, contact point 193, magnets 107 and 126 and a conductor 203. The circuit in detail may be traced as follows: Starting from the electrical supply switch 215, the electrical energy is normally carried over the conductor 159, to armature 149, thence to contact point 193, thence to switch 151, through through magnet 107, to and through magnet 126, to and through switch 146, and to conduetor 203 and over conductor 203 to the opposite side of switch 215. I do not desire to be restricted to using this circuit normally closed or the other mechanism in its normal position. v I

When the circuit is broken through the magnets 107 and 126, the armature 106 of the magnet 107, controlling the valves 102 and 103 which are rigidly attached thereto by the connecting rod 101, is forced from its normal position, by the spring 109 aided by the air pressure contained within chamber 98 acting on the top of the valve 102, thereby forcing the normally closed valve 102 from its seat, thereby opening valve 102 and closing the normally open ports 100, so that the air from the main reservoir may pipe 99 and chamber 98, through the aperture produced by the open valve 102, and through the passage 94 and the pipe 93 (preferably consisting principally of steel tubing) to the cylinder 88 and thereby forcing the piston 90 and piston rod 86, mounted therein, toward the boiler head 89, thus allowing the piston rod 86, the end of which is fastened to the trigger lever 78 to rock said lever on its fulcrum 9 against the yielding spring 83, thereby forcing the right'angle arm 77 of said lever to draw the rod 81 and the dog 69 connected therewith, outwardly against the tension of circuit frequently the yielding spring 80, releasing the dog 69 a from engagement with the teeth in the quadrant 61, which quadrant is rigidly attached closed from said switch to and to the steam-rod 60, so that the do 69 will be released before the spring end 0 the lever 78 strikes the engineers throttle lever 64 to draw said throttle lever inwardly and cut off the supply of steam to the steam cylinders of the locomotive; the cylinder 88 being supplied with apertures 110 at its boiler end and the normally open ports 100 in the controlling valve mechanism, in order to eliminate all possibility of an air cushion being produced within either end of the cylinder.

The air-brake valve housing preferably comprises two members; the upper member 111 is fastened to the lower member 111 into which one endof pipe 114 is inserted, the other extremity of the pipe being conthereby automatically applied and the train stopped.

When the magnet 126 is denergized, its normally engaging armature lever 125 is released and turns at its fulcrum 156, by the force of gravity acting on its longer end, so that the hooked end will permit the dog 120 to turn on its fulcrum 127 because of the train-pipe air acting upon the valve 11 which is forced from its seat and allows the train-pipe air to escape through the apertures 113 to atmosphere. 1

The quickness of the stop of the locomotive may be varied byvarying the diameter of the valve 117.

Simultaneously with the closing of the relay 140 and the energizing of the magnets 57 and 148, the armature 56 of the valve which valve controls the su pl of air to the cylinder of the engine wliic operates the flasher. mechanism, and its valves 53, 52 and 59 rigidly connected therewith by the connecting rod 51 within the valve housing 36, will be attracted against its yielding spring 54, and thereby open the valve port 44 and ports 58 and 58 so that the air from the main reservoir entering the chamber 40 through the pipe 41 will pass through the open valve port 44 into the chamber 45, and thence through pipe 46 to the double-acting check-valve 47, from whence it passes into that portion of the pipe 25 above the valve 47 and thence into the top of cylinder 14, and thereby forces the piston 18 to the foot of said cylinder so that the plunger 10 will be forced into sending position and thus complete the circuit from the service wires 159 and 160 to the flasher contact member 7 and through the center brushes 11 mounted within the plunger 10, to contact member 7 on the opposite side of the fiasher box to which is connected a ,wire 161 which runs to the primary sideof the spark coil 162, which may the spark COJl, over wire 163 to a contact will remain until the plunger again ascends point 164 with which the armature 165 of to the receiving position. Such or similar a relay 166 normally contacts and thence to action is necessary in order to protect the the service wire 167. coherer-s mounted within their respective When the circuit is completed through the cases from local waves during the transmitprin'iary si e of the spark coil 162, as has ting period. ust been described, energy will be produced In order to obviate the possibility of synin the secondary side thereof, and carried chronism in the different apparatus, the 10 therefrom over tlieconductors 171 and 173 flashers may be so constructed that the reto the spark gap 169, across which is shuntceiving and transmittting periods of the difed condenser 170, and from thence over the ferent instruments will vary or it may be extended conductor 171, contact member 6' accomplished by varying the rapiditv of in the flasher box 2, the brush 11 carried travel of piston and plunger of the difl'erent 15 within the plunger 10 to the contact strip ap aratus.

I fi'hen the polarized relay 140 is completely and to which the antennae are connected, energized following the reception of Hertzas well be a transformer, thence through members 134 and 135 outwardly where they spark ga 169, energy will pass over the eX- movable transmitting station equipped with 20 tended conductor 173 to contact member 6, my apparatus, th i uit through th through a brush 11 mounted within the nets 57 and 148 is completed, as has previplunger 10, to the contact strip 4, mounted ously been described, and an auxiliary cirat the opposite side of said flasher box, and cuit will also be completed from battery 138, from thence conducts energy through the wire 184, bel-l 185, wire 186, contact point 25 metallic parts of the locomotive to the rails 144 through armature 143, point 145 and and possibly the ground. back to attery 138 Which will cause bell 185 When the circuit is completed through the to ring and notify the engineer that another 30 from the antennae on the locomotive carryin When the magnet 148 is energized to atsuch other apparatus on anv locomotive so the hooked end of the arm 188 to drop under 36 equipped and Within the danger zone, and the armature 149 and hold the normally stop the latter. closed circuit through the magnets 107 and The flasher (controller) is of such 0011- 126 open until such time as it is desired to struction that its plunger 10 in being forced again start the train. downward will disengage the brushes car- 7 e lever 189 is preferably provided with 40 ried within said plunger from the receiving a seal if desired, so that when the engineer strips 3 and 3' and pass over insulated porwishes to start his train after it has been tions 8 and 8' tothe sending contact inemautomatically stopped through the operabers 6 and 6'. It is apparent that there is tion of the previously described receiving only an instant, while the brushes are slidapparatus, it is necessary for him to break 4 ing over the insulated portions, when the apthe seal and push the button 192 to move the paratus is in neutral position, 2'. e., when arm 188 out of the path of the armature 149 no waves are transmitted or received. The so that the spring 150 may pull the armacontact member 7 is preferably shorter than ture 149 to contact with the point 193 and the members 6, 7 and 6, so that the respecpermit the contact member 194 to contact the 50 tive brushes will preferably have a full conpoint 195 and close the circuit from the ser- 11 tact face on the latter members before the cenvice line 159 over wire 197, wire 198, contact ter brush contacts the shorter member 7 and member 194 of lever 189, and from thence completes the circuit through the primary by contacting with point 195, over wire 199, side of the transmitter. hen the plum through a decoherer indicated by the box 55 ger descends to a position below the receiv- 200 and striking arm 205, (which may be the 1 ing contact strips 3 and 3 it will strike the mechanism of an ordinary electric bell), springs 175, which surround the lower porwhich is referably attached to the outside tions of rods 1(6 and in its further descent of the flas er box 2, to wire 201 and through force said rods, their connector 177, and the said wire to the service line 203. Thus the 50 strips 178 connecting same to the wheel 179 decoherer 200 is energized and causes the 2 downward, so that the wheel 179 will be striking arm 205 of the decoherer to strike turned against the resisting spring 180 and the coherer cases l36, whereupon the filings force the arms 181 and 182, which arms are or crystals within the coherers decohere, of insulating material or materials, with which permits the armature 143 of the polartheir respective duplex contact-carrying ized relay 140 to return to its normal open 130 specter, upon connect one side position,

for the railroad company electrical and others of which are of any suitable elecwhereupon the magnets 57 and 148 are deenergized and their armatures' permitted to return to their initial positions and the armature 149 of magnet 1 18 allowed to contact point 193 and thus renew the circuit through the magnets 107 and 126, so that the valve 117, of air relief valve will be automatically reset and at the same time the air will be permitted to escape from the air cylinder 88, which cylinder thereupon releases control of the engineers throttle 6 1 and likewise of the steam supply to the cylinders of the locomotive, and the locomotive may then be operated as before.

i I provide the sealed lever 189. so that when a'l'looomotive is inspected after its run the infinding the seal broken, may a statement from the engineer regarding the reason for the use of the decoherin'g apparatus and thus make it possible to keep a check on the use of the apparatus, as well as'to prevent tampering with same.

To provide automatic means for notifying the engineer when his air is not at proper pressure, 1 line the present air gage 205 with segments, some of which are of any suitable conducting material or materials require trical insulating material or materials, as shownon the air gage in the drawing, and of the service line 203 to the air gage by means of the conductor 237 in order to conduct current to the hands of the air gage and preferably to the main reservoir han 206. A contact member 207 is securely fastened to the end of the hand 206, so that when the main reservoir pressure drops to any predetermined point, say eighty pounds, it will contact the segment 208, which segment is of conductive material and thereby complete the circuit over the wire 209 with the signal bell 210 and from thence over wire 197 to the opposite side of the service line. The bell 210 is thereby rung and warns pressure is down.

If it were desirable, the train could be automatically stopped (should the pressure continue to drop, for instance, to sixty pounds) by a circuit being completed from the hand 206 to segment 212 and over wires 213 and 147, through magnets 57 and 148 respectively and in turn denergize magnets 107 and 126. If the automatic stop were described, in the event of low air pressure, it will beobserved that when magnet 57 is energized the piston and plunger of the flasher will be forced to their lower or sending pos'tions for the purpose hereinbefore explained. The piston and plunger will then remain in sending (lower) position until the air pressure is raised to normal and the button 192 is depressed v to release the automatic stop apparatus and reused as above the engineer that the air establish-the initial position or condition of the apparatus, so that the locomotive may be operated in the usual way. magnet 57 is energized be attracted thereto and inasmuch that the armature 56, rod 51, valves 52, 53and 59 move as a unit, the course of the air will be,

shifted from its normal course to pipe 46, valve 47, the upper section of pipe 25 and into the top of cylinder 14, which air will force the piston 18 and the plunger 10, of the controller (9 to transmitting position.

It is obvious that after the circuit through When the thearmature 56 will the magnets 126 and 107 has been broken, I

thus causing the train to stop, it will no longer be necessary for the wireless apparatus to be in receiving position, but that it will still be necessary to transmit waves in order to obviate the possibility of other trains colliding with the one thus stopped,

and as we are 1n this instance assuming that something has happened to the air pumps,

reservoirs, feed valves or some other essential part of he airmechanism, it is obvious that air under sufficient pressure to actuate the piston in the usual way may not long exist. terfere with the efficiency of the apparatus, because the steam on the present locomotive is cut off by the closing of the throttle, the

a air applied to the brakes and the locomotive is being stopped, thereis no longer any need for reception of waves by the receiving instruments thereof, but every need for protecting the present locomotive against other approaching locomotives by the constant transmission of waves.

Any suitable type of generator may be used for supplying the necessary electrical energy to operate my apparatus through switch 215 and over the service wires 159, 203 and 167, or two or more generators, of any suitable class, may be supplied that will automatically connect the second generator to the supply switch 215, in the event that the first fails to produce suflicient energy.' 1

The amount of steam required to operate the generator or generators and the amount of air used for other purposes will be so small, that the cost of so operating such a system will be practically nothing.

With the parts constructed and arranged as described, should two locomotives traveling in opposite directions or should two locomotives traveling in the same direction, come into such close proximity to each other as to come within the danger radii or zones of the apparatus mounted on the respective locomotives, the transmitting energy ofithe locomotive into the danger zone or radius of which the other locomotive first comes will immediately act upon the receiving instruments of the other locomotive and automatically stop the same as hereinbefore explained.

This action does not in any way 1n- Upon the receiving instruments of such locomotive being affected .by the waves sent out by the transmitting instruments of another locomotive, the apparatus on the locomotive whose receiving instruments are affected will at once begin to continuously send out Hertzian waves, so that the other locomotive into the danger zone of which it has entered will immediately upon entering the latters danger zone be automatically stopped in like manner. Such action is practically simultaneous on both locomotives and, therefore, both trains are automatically stopped before there is any danger of collision; the radii of the danger zones preferably being greater than the greatest distance the locomotives and their trains can travel after the throttles are closed and the brakes set, even when run ning at their maximum speed.

I am fully aware of the fact that it is frequently necessary for trains to come into close proximity to each other, such as when entering or leaving stations, on switches or in switch yards and when passing on'double tracks and that in such cases it would occasion great annoyance and inconvenience were my wireless apparatus in use and no means provided for preventing in such instances automatic stops.

In view of the foregoing, I provide a contact member of any suitable form which may be used at any suitable place and which I have illustrated in the drawing as a metallic track strip 217, fastened between the rails, or in such other position as may be desired, say four inches from the rail and connectedmetallically therewith. These are, as heretofore mentioned placed where it may be desired to prevent the automatic operation of my wireless apparatus and such strips are likewise placed at such points as it is desired to automatically again place the safety apparatus in operative position after being cut off as above mentioned.

While I have described a specific mechanism and use of the invention, such specific description has been merely illustrative, as it is apparent that it may be applied with different combinations of instruments and mechanism or with the same combination applied differently and that different supply sources and uses of the apparatus may be substituted therefor.

When a locomotive so equipped passes over the strip 217, a circuit will be completed at the point of contact between the strip 217 and a brush through a wire 219 to the negative pole of the battery 220 and therefrom to the positive pole of the battery, thence through wire 221 to contact point 164, through armature 165, to relay 166, thence through said relay to wire 222, thence over wire 222, which is connected to the metallic body of the locomotive, so that the circuit may be completed on member 218,

through the wheels of the locomotive to the track strip 217.

he strip 217 is used for the purpose of contacting the brush or contact member 218, which member is securely fastened to the lower part of the locomotive at some convenient place and is insulated from the metallic parts thereof. When the battery circuit is completed, as just described, the relay 166 is energized to draw the armature over to contact point 224 and thereby break the circuit just traced, as well as the circuit through the transmitter, and to complete the circuit from the service line 167 through the armature 165, contact point 224, over wires 225 and 226, through compound wound magnet 57 of the valve to the opposite service wire 159, the object being that magnet 57 will be energized to attract its arma- 53 and passages 58 and 58 and close the normally open port 39, so that air will be forced to the top of the cylinder 14, causing the piston 18 and the plunger 10 to move to their lowest position, whereupon the apparatus is in sending posi tion with the receiving instruments shut off from all incoming waves.

It is apparent that when the circuit is broken through the transmitter at the point 164, no waves will be transmitted and the apparatus will remain silent, that is, will neither send nor receive waves until the position of the armature 165 of the relay 166 is reversed.

When after the apparatus on a locomotive has been automatically put in silent position for any of the purposes hereinbefore mentioned and it, the locomotive, again reaches a point where it is essential that the apparatus again alternately transmit and receive Hertzian or similar waves, it will pass over a like contact strip 217 located at such point, which will result in completing the circuit at the contact point between the strip 217 and the flexible contact number 218, over wire 229 to the positive pole of battery 230, through battery to the negative pole thereof, over wire 225 to contact point 224, contacting armature 165 and thence to relay 166, through said relay to wire thence through the metallic body of the locomotive and wheels thereof to the track and the strip 217, thus completing the circuit.

t is apparent that but one flexible contact member 218 is needed, that this contact member must be double acting and that the poles of batteries 230 and 220 are reversibly and alternately connected with the relay 16 so that every time flexible contact member 218 contacts a strip 217 for the purpose of temporarily silencing the apparatus, the direction of the electrical current supplied to relay 166 will be reversed when the locomotive or train makes a similar contact upon reaching a point where it is desired that the apparatus be operative and hence the mag netis resulting therefrom will reverse the It is apparent that if both roa were equi ped with m safety apparatus there wou d be no n to install a transmitter at a crossing or make any provision to protect the trains at such point, because my safety apparatus moun on the locomotives would stop the trains and prevent accident.

By the use of this sy herein, it will be im ossible for collisions to occur between two or more locomotives or trains, regardless of direction of approach while the trains are under the protection 0 my wireless apparatus. when a locomotive or train leaves the protected field of this wireless safety system, as when entering a depot or yard zone, or wherever such ocomotive runs over a track stri as represen on the drawing, Fig. I, b t e numeral 217,

which silences t e wire ess apparatus, it

lly operable may be ted by customary in most protec block system as is now depot zones, or it may, if so desired, be controlled by a track circ 't within such zones, or at such other places Where same is deemed necessary, that will in case of danger release or throw an automatic trip (not shown) that will, in practice be located between the tracks or other convenient place, or it, the automatic trip, may nded over the track at a convenient height for engagement with a member projecting from the locomotive, so that when the member that is carried by the locomotive enga with said trip it will automatically break the circuit through the magnets 1M and 126, preferably by automatlcally opening a switch 151 installed in the latter circuit and in such position on the locomotive as is necessarv for automatic operation by sa'd trip, and there- 55 by automatically stop such locomotive or train equipped with my safety system when the locomotive passes over or under the automatic trip and thereby opens said switch. If desired, the' trip may be controlled by the tower man, by his depressing a button or in some other manner completing the circuit to the automatic trip, thereby causing suc trip to move to such posiand cause its arm or switch blade 152 to the armature 165 moves the appa-.

stem, as described cally withdrawing said the switch 151 rock on its fulcrum 153 and move the portion'154 of said blade from its normal enment with the post 155 and break the circuit through magnets 107 and 126, which will, in turn, automatically cut ofi the supthe cylinders of the locoand thus stop the locomotive or train. Again, if so desired, another switch 146 ma be placed in the-circuit of magnets 107 an 126, and within easy'reach of the engineer, fireman, or both, so that such switch may be manually opened in case an emergency stop, not under control of said safety system, is necessary,- as in the case of the fireman seeing the necessity for an emergency stop, not observed. by the engineer or in case the engineers air-brake valve becomes inoperable through accident, or for any other cause. Withthe present locomotive equipment, should the fireman see a necessity for a stop which escapes the engineers notice, he must call to the engineer and apprise him of the danger before the any attempt to stop the latter will make train.

Having thus described my apparatus for use on locomotives, do not wish to be understood as limiting my system and apparatus to locomotives, as it is obvious that sucha system may be used with like results for the prevention of collisions between any two or more ships or vessels, street railway and interurban cars, or any other mechanlcally, or power driven vehicles, regardless of their direction of travel or approach. The only changes necessary being in the adaptation of my apparatus to the particular ships or vessels or other vehicles to be equipped.

Having thus described my invention, what I claim as new therein and desire to secure by Letters Patent, is:

1. A wireless apparatus comprising sen ing and receiving instruments, circuits for the sending and receiving instruments having common antennae and round members, separate contacts in the circuits, a switch for alternately connecting the circuit contacts with the antennae an groundmem- 116 bers, a primary circuit for the sending instrument having contact points adapted for connection by said switch when the parts are in sending position, a coherer device in the receiving instrument comprising mov- 120 able contacts, and connection between the switch and movable contacts for automaticontact members from the coherer to render the receiving instruments inoperative when the parts are in 126 sending position.

2. A wireless apparatus comprising sending and receiving instruments, circuits for the sending and receiving instruments having common antennae and ground members, 130

separate contacts in the circuits, a switch for alternately connecting the circuit contacts with the antennae and ground members, a primary circuit for the sending instrument having contact points adapted for connection by said switch when the parts are in sending position, a coherer device in the receiving instrument comprising a composed of electrical conducting material or materials, movable contacts, and connection between the switch and movable contacts for automatically withdrawing said contact members from the coherer to render the receiving instruments inoperative when the parts are in sending position. v

3. A wireless apparatus comprising sendground members having separate contact points, primary and secondary sending and receiving-circuits having contact members insulated from each other, spaced contact members in a primary members with the recelving and sending contact members, means for automatically actuating said switch to alternately energize the sending and in part the receiving in struments, a coherer having fixed contact members, movable contact members adapted for contacting with said coherer, and means operable from the switch for automatically actuating said movable contact render the receiving inactive according to the position of the switch.

ground members having separate contact members, sending and receiving circuits having contact members insulated from each other, a circuit running through the sending instrument and having spaced contact members, a common switch for connecting the spaced contact members the antennae and ground contact members with the receiving and sending contact memly energize the sending in struments and place the receiving instruments in receiving condition or position, a coherer having fixed and movab members, means operable by the movable portion of the switch for actuating said movable contact members to render the receiving for urging the to operative position.

5. A wireless apparatus comprising sending and receiving instruments having primary and secondary sides, means for electrically energizing said instruments, common antennae and ground contact members for the sending and receiving instruments, contact members for the primary side of the sending instrument, a. switch stantl the antennae and ground contact members paratus. 6. A wireless apparatus comprising sendmg and receiving instruments, means for electrically energizing said instruments to active condition, ground contact members for the sending and receiving instruments, contacts for the primary side of the sending instrument, a switch having constantly movable members for contacting with the antennae tact members and adapted for independently and alternately contacting with the receiving and with th g contact memrs, and means for actuating said switch and automatically reversing its direction of travel alternate the sendin members for said instruments, a switch for closing the sending receiving instruments in receiving positlon in the circuit of the antennae and ground members and cooperative switch, means for controlling the actuating h, a normally open valve havmg a, conduit leading to the switch controling means, an auxiliary conduit leading from the valve, means for directing the flow of fluid medium to force the switch to and retain the same in its sending position, and a magnet for shifting the said valve to direct the flow of medium through the auxiliary conduit when desired, ing a circuit adapted for energization from tie main supply circuit following the complete energizatlon of the receiving instruments.

8. A wireless apparatus, comprising sending and receiving instruments having separate circuits comprising antennae and ground position and means for erative apparatus is within range, a plunger housing, a plunger insaid housing havlng operative connection with the switch, a piston housing with a piston in said housing, a slide valve housing, separate conduits leading from the slide valve housing to opposlte ends of the piston housing, a fluid pressure medium valve having a conduit leading to the slide valve housing, means whereby the of the slide valve is shifted at opposite ends of the piston stroke to alternate delivery of the fluid pressure medium to opposite ends of the piston housing, a separate conduit leading from said fiuld pressure medium valve to one end of the piston housing, whereby fluid pressure medium may be delivered from said valve to the piston housing to move the piston and switch or plunger to and retain the same in sending position, shifting said valve to such position upon the energization of the receiving instruments.

9. A wireless apparatus comprising sending and receiving instruments having circuits comprising local members and cooperative members and instruments of a cooperative apparatus within relative close proximity, spaced contact members for the antennae and ground members and the receiving and sending instruments, a switch block slidably mounted between said contacts and having brushes adapted for constant engagement with the antennae and ground contacts and alternate engagement with the receiving and sending contacts, a primary circuit for energizing the sending instrument, spaced contact members in said circuit, brushes carried by the switch adapted for engagement with the primary contact members of the send ng instrument practically simultaneously with the engagement of the other or secondary members of the sending instrument with the antennae and ground members, and means for actuating said switch to place the apparatus alternately in sending and receiving condition. I

10. A wireless apparatus comprising sending and receiving instruments and having circuits comprising antennae and ground members and like members, and opposite instruments of a cooperating apparatus within its operative zone, a switch for alternately placing each apparatus in sending and receiving condition; the receiving instrument of each apparatus comprising a coherer antennae and ground fl-B having fixed and movable contacts, arms attached to the movable contacts, an actuating member connected with said arms, connection between the actuating members, and switch members for moving the movable contacts to inoperative position as the switch member moves to sending position and returning the contacts to operative position as the switch member returns to receiving position.

11. A wireless apparatus comprising sending and receiving instruments and each having local circuits; the receiving instruments being under the control of the antennae and ground members and the transmitting instruments of a cooperating apparatus, a switch for alternately placing the apparatus in sending and receiving condition; the receiving instrument of each apparatus comprising a coherer having fixed and movable contacts, arms connected with the movable contacts, an actuating member connected with said arms, connection between the actuating member and switch member for moving the movable contacts to inoperative position as the switch member moves to sending position and returning the contacts to operative position as the switch member returns to receiving position, and a spring for yieldingly urging the movable contacts to receiving position.

12. A wireless apparatus comprising Hertzian wave transmitting instruments, Hertzian wave receiving instruments, a plurality of circuits for the apparatus, a local circuit common to the transmitting andreceiving instruments, a switch for alternately connecting the mitting and receiving instruments, a normally closed circuit under control of the receiving instruments, a magnet in the last named circuit adapted to control the flow of fluid pressure medium to a piston and cylin der having control of the movable objects motive power, said normall closed circuit being under the control of t e receiving instruments, and normally operable means for restoring all of said instruments and cirlocal circuit with the transcuits to normal following energization of the receiving instruments.

In testimony whereof I aflix my signature in presence of two witnesses.

' HARRY D. BETZ. Witnesses:

BETTA F. THOMAS, LETA E. CoA'rs. 

